Internal-combustion engine



L. L. LUCE AND L. MATTSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG.5, 1920.

1,390,572., PatentedSept. 13, 1921.

. a 2 SHEETSSHEET 1. 31%

L. L. LUCE AND L. MATTSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG-5,1920.

Patented Sept. 13, 1921.

2 SHEETSSHEET 2.

LOUIS LEONARD LUCE AND LEROY MATTSON, 0F ABERDEEN, WASHINGTON. v

of Grays Harbor, State of Washington,

have invented a new and useful Internal- Combustion Engine, of which the following is a sp'cific'atio This invention relates to internal combustion. engines, one of its objects belng to greatly simplify the construction of an engine of this type by eliminating valves and the operating mechanism required in connection therewith, thereby reducing the weight of the engine, the cost of construc-' tion, the time required to assemble the parts, and the cost of upkeep.

A further object is to increase the efficiency of the engine by eliminating loss of gas through bearings, such saving of gas being the result of the use of a pump cyllnder in place of the ordinary crank case compression and said pump cylinder also being ad- Shown vantageous in that it results in a 'greater.

com ression at all speeds thanis possible with the usual crank case type of engine.

A still further object is to provide an engine which will-set. up a quick suction of fuel into the pump cylinder followed by the compression and'quick discharge of the fuel from the cylinder, this action serving quicklyto break up or atomize the gas and render the fuel more efiicient than otherwise.

A further object is to provide an engine in which the charging piston is so proportioned relative to the firing piston that it will handle a-much greater volumeof as (approximately 25% more) than the firing piston, thereby insuring thorough scavenging, recharging and cooling of the firing cylinder with purer gas than is possible with other systems.

With the .foregoing and other objects in view, which will appear as the description proceeds, the invention resides in the combination'and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that, within the scope of what is claimed, changes in the precise embodiment of the invention shown can be made without departing from the spirit of theinvention.

In the accompanying drawings the preferred] form of the invention has been INTERNAL-QOMBUSTION ENGINE.

Specification of Letters Patent. Application mea August 5, 1920. Serial No. 401,332.

PATENT: OFF-ICE.

Patented S t. 13, 1921.

Fig. 3 is an enlarged section through a portion of a modified form of engine.

Fig. 4. is a section on line 4.t Fig. 3; Referring to the figures by characters of reference 1 designates the crank case of the engine on which is arranged the jacket or casing 2 provided with spaced cylinders 3 eachof which is provided, at its upper end,

with 'a smaller cylinder 4. A tubular charg- ,1ng piston 5 is mounted 'fOr reciprocation within each of the cylinders 3 and each of these charging pistons is provided at diametrically opposed. points with pivot pins 6 connecting the piston to pitmen 7 mounted on cranks 8 carried by the shaft 9 of the engine and which shaft is iournaled in the walls of the case 1. Arranged between thecranks 8 is an oppositely extending crank 10 having a greater throw and which has .a pitman 11 mounted thereon. This pitman extends through the central opening in the charging piston 5 and into a hollow firing piston 12- to which it is connected by a pivot pin' 13 extending dia metrically within the piston 12.

Fuel intake ports 14 extending from a The heads of the pistons 12' are provided with oppositely disposed recesses orfdepressions 15 and 16' and exhaust ports 17 extend from the cylinders 4 to the external atmosphere and are adapted to communicate with the recesses 15 when the pistons 12 are at the lower ends of their strokes. Extending from each cylinder 4 1n line with the exhaust port 17 is an intakelport 18 adapted to communicate with the recess 16 and extending from the upper portlon of the cylinder 3.

It will beunderstood that the spaces within the cylinders 3 between the upper ends of the pistons 5and the upper ends of said cylinders, and which spaces surround a portion of the firing piston 12, constitute the compression chambers 19 of the engine while the spaces between the pistons 12 and the upper ends of the cylinders 4 constitute explosion chambers 20. Spark plugs 21 are i arranged in the heads of the cylinders 4 and fuel will rush into the chamber 19. As'thetwo pistons reach the limits of their movements above mentioned the charge of fuel which has been compressed by the iston 12 in the chamber 20 will be explo ed, thus driving the piston 12 downwardly and at the same time causing the piston 5 to move upwardly. Piston 5 will promptly close-the port 14 and will operate to compress the fuel in the chamber 19 until the piston 12 has moved downwardly a sufiicient distance toexpose the ports- 18 and 17 whereupon the to produce an engine of any desired size and compressed fuel will rush th ugh'the port 18 into the depression 16 and be deflected upwardly by the wall of the depression toward the upper end of the cylinder 20, at the same time driving out the spent ases which will leave by way of port 17. he opening of these ports is only momentary as the pistons begin promptly to move back to their former positions whereupon the charge which has been directed into the chamber 20 will be compressed by the ascending piston 12 .while a partial vacuum is being created in the chamber 19 as before explained.

The pistons of the two units of the engine illustrated work oppositely to, each other so that where a two cylinder engine is employed there will be two explosions during each revolution of the shaft 9. Obviously the number of units can be increased so as ower. 4

It will be apparent that a very high degree of. compression can be obtained with this engine, and as there-is no compression in the crank case practically all waste of fuel is eliminated. Furthermore by mountmg the pistons and cylinders as described be made with a hollow wall open at both ends and having a transverse web between its ends, the piston being indicated at 22 in Figs. 3 and (t andthe web at 23. Screws 2% rea ers are swiveled in the web 23 as indicated at 25 and are in threaded engagement w1th a ring 26 fitting snugly within the hollow wall ofthepiston. lhus it will be seen that by rotating the screws 24: by means onscrew drivers or the like the ring 26 can be adjusted toward or from the open end of the piston, thus to reduce or increase the area of the compression chamber '19 which, obviously, opens into the hollow wall of the piston 22. By providing an adjustable compression chamber the structure can be regulated at" will to secure the best results in difi'erent types ofjengines.

What is. claimed is: 1. A two cycle internal combustion enginer. including a tubular charging piston, a firing piston mounted for movement therein, a'cyl-' inder for each piston, means for reciprocate ing the pistons in opposite directions respectively, an intake port controlled by the charging piston, means controlled by the firing piston for establishing communication between the cylinders and with the external atmosphere, the cylinder .of the tubular piston forming a compression chamber, and means under the control of. the user for varying the capacity of the compression chamber.

2. A two cycleinternal combustion engine including a tubular charging piston, a firing piston mounted for movement therein, a cylinder for each piston, means for reciprocating the pistons in opposite directions respec-v tively, an intake port controlled by the charging piston, means controlled by the firing piston for establishing communication between the cylinders and with the external atmosphere, the cylinder of the tubular pisw ton forming a compression chamber, and ad- 105 justable means within the tubular charging, piston for varying the capacity of the 001m pression chamber. 2

3. A two cycle internal combustion engine including a tubular charging piston having a hollow wall openat its ends, a firing piston mounted for movement within the tubular charging piston and surrounded thereby, a cylinder for each piston, thecylinder of the charging piston forming a compression 115 chamber, said chamber opening into the hol-h low wall of the charging piston, means for reciprocating the pistons in opposite directions respectively, an intake port controlled by the charging piston, means controlled by the firing piston for establishing communication between the cylinders and with the ex ternal atmos here, and means adjustably mounted wit in the hollow wall of the charging piston for varying the capacity of that portion of the space in the wall of. the piston in communication with the compression chamber. 1 q

4. A two cycle internal combustion engine including a tubular charging piston having a hollow wall open at its ends, a firing piston mounted for movement within the tubular charging piston and surrounded thereby, a cylinder for each piston, the cylinder of the charging piston formin a compression chamber, said chamber opening into the hollow Wall of the charging piston, means for reciprocating the pistons in opposite directions respectively, an intake port controlled by the charging piston, means controlled by the firing piston for establishingcommunlcation between the cylinders and with the external atmosphere, and means adjustably mounted Within the hollow wall of the charging piston for varying the capacity of that portion of the space in the wall of the piston in communication with the compression chamber, said means including a ring slidably mounted within and engaging the wall of the space Within the Wall of the charging piston, and swiveled screws Within said charging pist'oirand extending through the ring.

In testimony that we claim the foregoing as our own, We have hereto affixed our signatures in the presence of two witnesses.

LOUIS LEONARD LUCE. LEROY MAI TSON.

WVitnesses:

A. E. GRAHAM, W. O. McCAN. 

